I just went through the same thing with my conversion, trying to find the right drivetrain angles. I was going to angle the OD as if it were just replacing the drive shaft but now think it should be at either the same angle as the TC or ? (Just confused). Right to left, I’ll pull a string line and put the OD in line but the vertical angle is what has me confused from reading this thread. As you can see, I’m using a flanged yoke and u joint to connect directly to the transfer case. Attached is a pic of my setup (temporarily being held and aligned by wood blocks). I plan on making a bracket /mount for the front addition To using the tapped holes at the rear- are both needed?Ģ. McMaster Carr has several that will work but they range in weight rating (ant torque) from 75 lbs up to 300 lbs (weight). My Laycock has threaded holes for 3/8 coarse and Moss and those that sell isolators are 5/16 fine for some reason. is there any torque on the unit /brackets? I’m wondering how stiff or soft the isolators should be and what material to make the frame out of. Hoping to revive this topic a bit as I’m in the process of adding a Laycock overdrive to a ‘59 Dodge Power Wagon and have a few questions for those who have done this.ġ. Here is one on Amazon that could work for you: Edited January 15 by 1940 Dodge VC Just make sure that it can handle the wattage. If you have a 12v solenoid but your vehicle runs on 6v, then you could put a 6v to 12v step-up converter in the circuit line to the solenoid. These converters are fairly inexpensive, running somewhere between $15 to $45. You would drop from 8.4 watts to 2.1 watts, and the solenoid probably wouldn't engage. If you run the 12v solenoid at 6 volts, then the solenoid would only draw 0.35 amps-2.1 watts of power. Based on 17 ohms, the 12v circuit would consume 8.4 watts and draw 0.7 amps. As to positive or negative ground-it shouldn't be a factor.įor the 12v solenoid: The resistance is unofficially listed as 17 ohms. You could contact a Volvo dealership (or GearVendors-who owns the rights to the Laycock ODs) to see if a 6v version is available for for your OD, or you could use a 6v to 12v step up converter to send 12v to the solenoid without changing the vehicle's voltage. if you are running the 12v solenoid. 6v versions were also made. We say "thank you" to our founders, and thank you to all our service men and women-actively serving and retired-for giving us peace and protecting our independence. I'm sure they would be amazed, and blessed, to see how freedom has changed the world. They hoped it would lead to a new republic, of the people, by the people and for the people. Happy 4th, everyone! A great day to celebrate the birth of the USA! Our founders, when signing the Declaration of Independence, knew they were signing a declaration of war. I especially like using it on 2nd and 3rd. I've used it in 1st (accidently!) without any troubles. The reason that the OD isn't used in lower gears is that if the shaft isn't turning fast enough, there won't be enough hydraulic pressure to shift or maintain the high speed position. That depends in part on the condition of the o-rings and the viscosity of the fluid that you are using. The electric solenoid, when engaged, routes the fluid to the pistons. The pressure that is created is used to shift from low to high. It drives an eccentric cam that pumps a little hydraulic piston in the OD. Last thing before watching fireworks is that the hydraulic pressure is created by the input shaft RPM. It would take a little engineering to find the right spot. If you are really enterprising, you could mount a reverse switch to the end of your transmission. Anytime the clutch is engaged, the OD shifts to low. You could also put it on the clutch, which would be more useful, I think. Anytime the brake is engaged, the OD shifts back to low. I may add a brake or clutch over-ride as well. Maximum Overdrive has a schematic for a brake override to protect the OD. I have a dash light that reminds me when it is on.
There are a lot of warnings about putting them into reverse, so I'm going out of my way to see that it doesn't happen. I have two units and both seem pretty solid. I've never heard of anyone blowing one up. It is possible that the clutch material may wear out. The gears are pretty much bullet proof, unless they are sheared off by a load, and it would have to be a really big load. There just isn't much to these units, and not much to go wrong unless you put the seals in incorrectly-generally, either the electric solenoid goes bad, or the hydrauling unit needs the o-ring kit.
#LAYCOCK OVERDRIVE J TYPE HOW TO#
If you get the o-ring kit, you'll also get some very nice images of how to rebuild the OD.
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